Alexandre
A year ago, our revelation about the next generation of the Giulia caused quite a stir, especially among alfists. At the time, we exclusively revealed that the future Alfa Romeo Giulia to move away from the traditional three-box sedan to adopt an SUV-like crossover design, with a hatchback trunk and fastback profile. If this direction seemed surprising has since been confirmed by the brand's CEOSanto Ficili, who confirmed that it would indeed be a crossover.
But this stylistic choice may seem regrettable, it could also conceal a technical constraint for Alfa Romeo. The move to a crossover may not just be a design trend, but a necessity imposed by battery integration.
Stellantis, which has recently begun developing new electric vehicles, has so far only electric sedans with large battery capacities. Only one model really stands out: the Dodge Charger, but with a length of 5.2 m and a 100 kWh battery. This generous dimension makes it possible to accommodate such an imposing battery while maintaining a classic sedan design.
On the other hand, the future Alfa Romeo Giulia, expected to be around 4.7 m long, poses a real dilemma. The brand's former CEO promised an electric version capable of delivering 1000 hp in Quadrifoglio version 0 to 100 km/h in 2 sec. For such performance, the battery should be substantial, probably at least 100 kWh. But such a battery capacity doesn't seem likely to fit into such a short sedan without significantly altering the interior space or balance of the vehicle.
The emergence of the crossover, which raises the ride height, offers more interior volume, and thus provides more space for the battery, therefore seems an obligatory compromise. A choice that could in fact be a direct consequence of the technical constraints linked to the electrification of the Giulia.
In comparison, the BMW i4 M50a fully electric model, offers 544 hp with an 83.9 kWh battery for a length of 4.8 m. This model demonstrates the perfect fit between battery capacity and car length. The challenge for Alfa Romeo therefore seems to lie in its ability to offer a high-performance version while maintaining a relatively compact and maneuverable vehicle, with a battery large enough to meet its performance promises.
The Stellantis Group's other brands seem to be following a similar path. with their own models. The future Lancia Gamma, like the new DS N8, is also taking a crossover turn, with a structure halfway between sedan and SUV. Are these choices motivated solely by a design trend? Or are these vehicles also designed to incorporate larger batteries, to meet ever-higher expectations of power and range?
| Model | Body shop | Battery | Platform | Length |
|---|---|---|---|---|
| e308 | compact | 54 kWh | EMP2 | 4,3m |
| e408 | crossover | 58 kWh | EMP2 | 4,7m |
| DS n8 | crossover | 73.7 kWh | STLA Medium | 4,8m |
| Lancia Gamma | crossover | ? | STLA Medium | 4,7m |
| Alfa Romeo Giulia | crossover | ? | STLA Large | ? |
| Maserati Granturismo Folgore | coupé | 92 kWh | Giorgio evo | 5m |
| Dodge Charger EV | coupé | 100.5 kWh | STLA Large | 5,2m |
It is therefore possible that the switch to a crossover design for the Giulia is not simply an aesthetic decision, but a choice dictated by new technical constraints electric powertrains. Perhaps if Alfa Romeo had been less greedy about the power of the future electric Giulia, a smaller-capacity battery would have made it possible to avoid the crossover body.
Another 408 and DS8 clone weighing over 2 tonnes!
Thank you electric, thank you Tavarès!
What's the point!?🙄
As much as I don't mind this at Lancia and DS, the problem, in my opinion, lies in the fact that Alfa Romeo is following the same path and using the same technical solutions. This demonstrates a profound misunderstanding of the brand's identity. The first characteristic of today's Giulia is its agility, which can be explained by its balance, low ride height and relatively light chassis, not by its superlative power. The other thing is that decision-makers still haven't understood anything about EVs in 2025. It's better to have a battery that recharges from 10 to 80% in 20 minutes max every 350 kms on the freeway, and a 75kWh sedan that's efficient in its consumption, than an elevated panzer. We therefore opted for an H-shaped battery structure to make room for the footwells and lower the roof height as much as possible. A smaller battery also means a model that pays for itself more quickly, and is therefore sold at a lower price (I thought pricing power had demonstrated its disastrous effect on sales).